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Post by xander10 on Nov 11, 2021 21:46:36 GMT
A commission was formed between the Cross Country Railway and the Guild of Tram and Coachbuilders to design a train that could complete the 80 mile route in 35 minutes, thus travelling at 225 km/h (140 mph). This seemed improbable, after all the fastest trains available could barely do over 80 mph, so it was believed the answer was not in steam, but in Electricity. The plan was simple, the idea equally so, but execution would be less so. It was very quickly decided that three phase AC power would be used for the line, at 15 kV, provided by 3 seperate overhead power lines. This would allow a single locomotive to produce over 2000 horsepower, and almost certainly propel a full train to 140 mph. The theory was clear, but building it in practice would be a lot harder, as would actually achieving such speeds.  |
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Post by xander10 on Nov 12, 2021 22:55:26 GMT
The First prototype, named CCE1, was ready for preliminary testing of the systems, with plans to take it up to merely 60 mph. testing went well, with no major technical gremlins and only minor issues with the Westinghouse brakes leading to slower stopping times, and once stopped pressure had to be released manually to disengage the brakes, though the source of the problem was found quickly. A maximum speed of 62 mph was reached during these initial tests, and the choice of Electrification was deemed functional for higher speed tests. The test was deemed a success and it was decided that the next test would take the train prototype to mainline speeds once the current problems were fixed.
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Post by xander10 on Nov 13, 2021 13:10:05 GMT
Now that the preliminary issues had been fixed, the train was brought up to normal mainline running speeds, 84 mph downhill and 79 uphill. All systems appeared to be running smoothly until it was decided to test the westinghouse brakes again, while they applied properly and were functioning as intended, the train stopped well before expected. After inspecting the brakes, it was found that they were in fact overpowered for the locomotive, and as such were stopping it far too early from what was expected, but it was decided that this would be a non issue and just allow the train to pull a larger number of carriages safely. It was then decided to let the prototype stretch it's legs. Orders were given to the driver that a high speed test would be undertaken, and to take the train to as fast a speed as he dared. The speed climbed steadily, soon they passed 100 mph and cheers were heard from the engineers outside the cab, then 110, then 120. The train peaked at 125 mph before the motors started losing power from overheating and it was decided to nurse the train home before something bad happened, but that day, High speed rail was born.
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Post by xander10 on Nov 15, 2021 0:53:00 GMT
The overheating issues with CCE1 have been determined to be based in fundamental flaws in the design of the motors and their cooling, thus it has been decided that it would be more economical to build a 2nd prototype, CCE2, than continue with CCE1 besides for pantograph design and carriage tests.
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Post by xander10 on Nov 18, 2021 15:06:35 GMT
The CCE2 has been built and is ready for it's shakedown. It is once again tested at standard mainline speeds, and easily achieving such speeds. The train is tested with 3carriages in between the two locomotives simulating a small load on the vehicle. No issues are found with the brakes, allowing Chief project engineer Miles Brianson to breathe a sigh of relief. The project is back on track.
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Post by xander10 on Nov 20, 2021 0:55:04 GMT
The next day, the CCE2 was taken out of the depot and prepared for a long run across the entire electrified section of the line at 125 mph, taking 1 stop to pick up a passenger, namely Balgi Gulfsunus, who was being taken aboard so that he could write a piece in the Associated Independent about the experience. Speed slowly increased to 125 mph, with the ride becoming rather bumpy above 110 mph, though not awful, with little coffee spilt despite the ride. The train came to quiet and prompt halt to pick up it's guest, who was promptly provided with a place to sit and talk to the Engineers and was served his choice of either Coffee or Tea, along with Lunch to tide him for the remainder of the tests. The tests went well, with the driver announcing just before arriving at the Depot to finish the day off that they had achieved a new record speed of 127 mph. With this news cheers erupted in the Engineer's carriage, a step closer to their goal.
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Post by xander10 on Nov 24, 2021 20:40:36 GMT
Tests are concluded early for the CCE1, as the front locomotive's driveline fails causing the vehicle to be inoperable at high speeds, as for the CCE2, it has completed it's first test with a full 7 carriages, reaching speeds of 125 mph. When running just 3 carriages however, it has now managed to reach almost 140 mph, hitting an impressive 139.1 mph according to the timings done by the engineers and the speedometer on the front locomotive. The aim of the project is in reach, and plans are made to base the final design off of the CCE2 prototype, though with improved streamlining and more comfortable carriages.
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Post by xander10 on Dec 3, 2021 0:07:49 GMT
The day has come, the final test before the Cross Country Railway begins phasing in CCE3 Locomotives into the fleet to run at 125 mph from Sheen to the border. The CCE2 lurches forwards and slowly but surely, pulling 4 carriages between the two locomotives it accelerates. The train's speed remains steady over the Brent incline and exceeds 125mph on the decent from the peak. The acceleration continues and the carriage ride remains reasonable for the 50 engineers aboard the train. Approaching Mile bollard no.10 of the electrified passage, the train hits 137mph, then 138 for the 11th, and by a miracle, 140 by the 12th! The speed continues to increase until by the 14th mile bollard the Train is measured at an astounding 144 mph, and slows to a stop at the destination station as a symbol of Sheenish engineering expertise.
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